Automatic fuel feed control system for aircraft power plants



June 16, 1953 F. w. PAGE EFAL ,64

AUTOMATIC FUEL FEED CONTROL SYSTEM FOR AIRCRAFT POWER PLANTS Filed March 17. 1947 3 Sheets-Sheet 1 '0 N N 4 N 0' & wvm I i r N L u E (0 N E m N E 5 &

1/. fizz [fa/m5 la /y mom June16, 1953 PAGE ETAL 2,642,237

AUTOMATIC FUEL FEED CONTROL SYSTEM FOR AIRCRAE T POWER PLANTS Filed March 17. 1947 3 Sheets-Sheet 2 June 16, 1952 F. WQPAG E ETAL 2 2,642,237 AUTOMATIC FUEL FEED CONTROL SYSTEM FOR AIRCRAFT POWER PLANTS Filed March 17. 1947 5 Sheets-Sheet 5 Patented June16, 1953 I UNITED], STAT ES PXT NT AUTOMATIG FUEL FEED GONTROL SYSTEM' 1 I FOR AIRCRAFT POWER-PLANTS g Frederick; William Page, Preston, and Stanley, H

George Hooker, Derby, England; said Page assigner to" The English Electric Company Limited, London, England, a British company, and said Hooker assignor to Rolls-Royce'Limited, Derby, England, a British company Y Application March 17,1941, SeriaI NoQ735Q7l). In Great Britain January 14, 1946 a A This invention relates to control systems for the indicated airspeedof self-propelled aircraft, and to aircraft provided with such control systems.-

' The strength and stiffness-of the structure to which an aircraft must be designed, is determined in some degree by the maximum indicated airspeed it can attain, since many of the loads on the structure are functions of the square of the indicated air-speed. By the indicated air-speed is meant'the speed as measured by a devicere;

sponsive to the difference between the Pitotpressure and the-static pressure, that is to say. to the dynamic pressure towhich the aircraft is subjected in flight,

At high altitudes, the true air-speed of an aircraft is very much higherthan the indicated airspeed, owing to the reduction in the density of maximum power output of the propelling plant stiffness, and therefore the weight,of the aircraft must be greater than is necessary to enable it to fly safely at a designated speed at 'a high altitude, or conversely, the power-outputof the 5, Claims. (Cl. 24453) between the true air sound under-theprevailing atmospheric con'di speed and the speed of tionsi g -Other features of the invention will be hereinafter described with relation to the accompanying drawings-,and the novel details set out in the claims appended to this specification.

In the accompanyingdrawings, showing'typical embodimentsof the invention,

' Figure 1-is a diagrammaticsectionalview showing a portion of an apparatus 'which'is" responsive to the indicated air-speed, or differencebetween the Pitot-pressure and static pressure;

the air, and since the indicated air-speed for isa maximum at ground level, the strength and number, and 1 Figure 3 is a diagrammatic view'showing one arrangement for the controlgof the fuel-supply to a jet-engine, by combination with the devices illustrated'inFigures 1 and' Fig. 4 is a diagrammatic plan view of an aircraft provided with the friew control system.

The automatic control unit in accordance with this invention comprises a casing made in three propelling 'plant must be limited, with the-result that for a given strength and stiffnessthe air craft will not attain'its maximumsafe speed at high altitude, and the-performance at high alti-, tude is correspondingly deleteriously affected. It is an object of thisinvention to provide means for preventing an aircraft from attaining a dangerous indicated airspeed under any conditions of powered level flight.

According to the present invention there is provided means for limiting the maximum indicated air-speed of an aircraft in powered level flight, comprising a device responsive to a desired function of Pitot pressure and static air pressure and operativeto reduce or limit the fuel supply to the power-plantwhen the said function attains a predetermined value.

According to an embodimentof the invention, the device aforesaid is responsive to the difference between the Pitotepressure, and the static air pressure and operates to reduce thesupply of fuel to a jet propulsion or gas turbine power plant of the aircraft when the said pressure-.

difference attains a predetermined value.

According to another embodiment of the invention, the device aforesaid is responsive tothe Mach number and operates'to reduce thersu'pply of fuel to the power plant of the aircraft when the said Mach number exceeds a; predetermined value. By the Mach number is meantthe ratio 1 on it are transmitted to a lever partslfl, ll, 12, a part of the casing II which is shown in Figure 3 being shown in each of Figures 1 and 2.

Referring first to Figure 1, the casing ll) is" M [6, by a diaphragm divided into two chambers l3, and chamber I4 is open at? to a Pitot-tube so that the pressure within the chamber [4 is determined by the tube.- The chamber 16 is subject'to the static ambient pressure of the atmosphere so that the diaphragm I3 is subject to the difference between the} Pitot-pressure and the static pressure. v mounted in thechamber l6 and is operative on the diaphragm,the loading on the spring bein g gage'd and moved by the end "of the 1evrl8 when the latter is moved by its diaphragm'l3 If Pr isthe Pitot-pressure existing in the chamber [4, P0 is th'eostatic pressure in the chamber Figure 2 is a similar view showing a portion of a similar apparatus responsive to the Mach 7 A compression spring I1 is Abovethe end 20 there is Y situated' a member 32 which is adapted to be enl6 $1 the loading of the spring I! and A1 the effective area of the diaphragm, the diaphragm will be in balance when PrAi PoAr-l-s or (PrPo)A1:S1.

If the'conditions change so that (Pr-P) A1 Sr the diaphragm will be moved to rock the lever I8, so that the end 20 moves'upwards; is proportional to the square of: the indicated air-speed, and the load S1 of thespring I1 is ad justed to correspond to the'maximum safe indicated air-speed.

Figure 2 illustrates the, device/which is responsive to the Mach number. The casing l2 contains a diaphragm 22 dividing it into two chambers 23, respectively of which the cham: ber 23 is subjected through a=connection-25 to the Pitot-pressure, and the chamber 24- sub= jected to the static pressure. Within thechains area oi;theediaphragm- 2 2 and A3 the;effect'ive:

area ot the ;capsule 25 on the diaphragm, which can be expressedasg-the force exerted by.-the' capsule- 26 on; the; diaphragm .1 22 .per unit \Pitot pressure. Iinow, Pr and .20 are the vPitot-. and.

static pressures respectively then the loadson the d-iaph-ragm will .be balanced; when;

Pr'(A2-As) :PtAa This expression can ebeput inytheiormi PA '.e Agiw t i ow ithat A.

where m, is the Mach number andj/ istheratio i fihe -r pec fiehea s, iair- Tnusiitheefict ve areas A2 and. A: are. so. selected. that power-plantso-asto'lirnit theindicated air speed oftheaircrait-in powered level fiight-before it becomes so -highthat its control becomesdimcult or the:loads onit become excessive'. This limitation: of. the: indicated aircraft speed in vac cordance; with the. Mach anumb er 1 will? normally.

occur; at, 'high altitudes'at' Which-the aircraft has a. zhiglgrv true airspeed,-

- Thelever 29 above-mentioned is mounted in a flexible diaphragmtllzand its end -3 l projects into the casing-I I so astolienormally on the stop 2 l (seevalso Fig. 1)' adjacent. thetend 2019f the lever l8; Above the ends :31 andtlmthere issituated thefmember 324which is adapted to'be-engaged and moved by the end, 31 of thelever 29 when the.

latter is moved by its diaphragm 22.

The member 32 as shown in Figure 3 is a lever which is pivoted at 33 and is pressed downwards by a spring at bearing; againstaan adjustable abutment 35. The lever-carries a hemispherical valve 36 which controls an outlet 31 from a pipe 38.

The fuel-supply tothe power-plant of the aircraftdseffectedby a series of nozzles shown diagrammatically at 39, the supply to the nozzles being-controlled-by athrottle-valve 40, and the fuel,is delivered under suitable pressure by a pump, In the particular example illustrated, the-pump is .a,,known type of swash-plate pump comprising a plurality of plungers 4| operated by a swash-plate 42 the angle of which is adjustable to varythe stroke of the plungers. The fuel is' suppl-ied by a pipe-line 43, 44, to the body of theepump; at 45 and thence by separate passages to each of the plunger-cylinders, and is delivered therefrom by, the pipe-line. 46. to. the. throttle valve-At. The swash-=plate ,l 42'. is. automatically; controlledby a .ram i1. Euel lunder, pressure is delivered by the conduit 48 from the delivery pipe fisto thelefthand-side of thesramifl and isalsosupplied througha; restrictediorifice 4am therightrhand side ofthe ran-h, From .the. cham her on theerightvhandrside ofwthe ram, iuellis, bled =01? through a 1 conduit 50 -;under the .controlofa, valve; 5-] in i accordance with the: engines-Y speedyx the valve beingrcpntrolled :by. a (diaphragm; it? that lreactsltoathe engineqspeedand isvloadedv by the spring-SIR Allight spring;52 islalsopro 'vided urging the, ram. .41 towards ,the left. to. give the maximum stroke to thes-plungersAl; Flor thefpurposesof :therpresent I invention the, chamber -ontherrightshand siderotthe ram has .a fur-- ther connectiontfromfwhicli fuel is bledwofh-rthis, connection being thepipe 38 .abovereferred to, andthe amount ot-fuel bled toflf ,is controlledby, the valve36t, Any fuel passing out from; thelpipe; 38 by the outlet-Blunder thecontrol ofrtheyalvew, tie-centers; thelinteriorot the casing l l and passes. thence by, the ,pipe-line ,53 back=.tor the inlet-side of the pump, t

It will ;b'e-seen that this arrangement provides therefore that when .e either of. the A zlevers 2 0; v or,

3 I ishmovedf by, its diaphragm to mock the. leven.

32; thetva-lve 36 is.,liitedso asztosallowr a greater:

dischargeof fuel, from the right-.handside of .the, ram. 41 thereby, reducing the pressurethereon,

so that the ram A! moves towards the rightrand reduces the strokes of, allttheoplungersr t I, re-.

sulting in a reducedffuelsdelivery tothe. engine and.a reduced, powersoutput itherefrom-z' It .vwil1 be i seen-J therefore; that this; invention.

provides 1 aesimple aunit'z iorrlimiting: the apowere output of th'ecaircraft :when :the;-;.-conditions are such thatit would bersub'jectto excessiverdynamic' loadings or-"would b'e difficult to 1 control if full. power *were -used; whilst-"still allowing theeuseotthe maximum power'available" in-oth'er'condi tions -which do "not lead to*excessive =-loadingor difr'culty of control: The aircraft structure'can' therefore 'be "designed to suitits "normal operat ingconditions; and can' bedighter', or'alterna tively; fitted "with a"propelli'ng"plant* of higher power,- than' would otherwise -be--the-case:'

Referring now to Fig: 4; BGFis an aircraft "having, two gas turbine jet propulsion engines -61; a Pitot tube 762; atube 63 arranged to-measure the static air pressure in any-of the normal ways. 64 'isthe automaticcontrol device composed ofthe deviceiof either 'FigJI OI Fi'g; 2 orbothandpower developed vby said engine-when the aircraft attains a preselected Mach number, said controlsystem comprising a fuel system for said engine including a variable-output pump of the type including a swashplate variation of whose angle causes variations in output of thepump, fuel injectors, conduit means between said pump and said fuel injectors, a throttle valve in said conduit means by which the supply of fuel to the fuel injectors is normally controlled, a cylinder, a piston slidable in the cylinder, and connected to the swash-plate to vary its angle on sliding, passage means between said conduit upstream of said throttle valve and one end of the cylinder, a fluid vent at the other end of the cylinfirst resilient means to load said piston away from said other end of said cylinder, passage means between the two ends of said cylinder including a restricted orifice, a pivotally-mounted member, a valve carried by said pivotally-mounted member to control said fluid vent, second resilient means loading said pivotally-mounted mem-, her to close said fluid vent, a casing, a diaphragm dividing said casing into a first chamber and a second chamber, a Pitot tube which is mounted on the aircraft to be subjected to the Pitot pressure due to the velocity of the aircraft, conduit means connecting said first chamber and said Pitot tube, second conduit means connecting said second chamber toa point subjected'to static pressure of the ambient atmosphere, a resilient evacuated capsule within said first chamber abutting said diaphragm and a wall of said chamber, whereby the diaphragm is loaded in the direction away from said first chamber due to the resilience of said capsule, third resilient means connected to said diaphragm to balance said load due to said capsule, and a pivotallymounted lever connected to said diaphragm to be rocked by movement thereof, and'connected to said pivotally-mounted member to rock it in the;

sense of opening said fluid vent on increase of pressure in said first chamber.

2. A control system for a high-speed aircraft having a jet propulsion engine, for reducing the power developed by said engine when the aircraft attains a preselected Mach number, said control system comprising a fuel supply system for said engine including a variable-delivery pump, conduit means between said pump and said engine, a throttle valve in said conduit means by which the supply of fuel to the engine is norm-ally controlled, means including a pivotally-mounted member for varying the delivery of said pump independently of said throttle valve so arranged that rocking of said member varies the delivery of said pump, a casing, a diaphragm dividing said casing into a first chamber and a second chamber, a Pitot tube which is mounted on the aircraft to be subjected to the Pitot pressure due to the velocity of the aircraft, conduit means connecting said first chamber and said Pitot tube, second conduit means connecting said second-chamber and a point subjected to static resilience of said" capsule, ianda resilient T means connected to said diaphragm toopp.ose saidlo'ad due tosaid capsule; said pivotally-mounted member being connected-to said diaphragm to be rocked by movement thereof; 1

3. In an aircraft having a Pitot static tube and a jet propulsion engine provided with ava'ri-able fuel delivery pump including acylinder arranged in communication adjacent its: opposing ends with the output side of the pump and a piston workablydisposed in said cylinder'and connected pressure-of the ambient atmosphere, a resilient evacuated capsule within said first chamber abutto the pump to vary the stroke thereof; means for limiting the power developed by the engine when the aircraft attains a preselected Mach number, said means including a relief conduit connected to one end of the cylinder, a normally closed valve in said conduit, a casing, av diaphragm mounted in the casing and dividing the casing into a first and a second chamber, said first chamber defining a Pitot pressure chamber and being connected to the Pitot tube, said second chamber defining a static pressure and being communicated with a point subjected to static pressure of the ambient atmosphere, means carried by the diaphragm engageable with the valve to open the valve upon movement of the diaphragm in reaction to a preselected value of the Mach number, a resilient evacuated capsule within the first chamber abutting said diaphragm and a wall of said casing, whereby the diaphragm is loaded in a direction away from said first chamber, and resilient means connected to said diaphragm to balance the load imposed by the capsule.

4. In an aircraft having a Pitot static tube and a jet propulsion engine provided with a variable fuel delivery pump including a cylinder arranged in communication adjacent its opposing ends with the output side of the pump and a piston workably disposed in said cylinder and connected to the pump to vary the'delivery thereof; means for limiting the power developed by the engine when the aircraft attains a preselected Mach number, said means including a relief conduit connected to one end of the cylinder, a normally 7 closed valve in said conduit, a casing, a diaphragm mounted in the casing and dividing the easing into a first and a second chamber, said first chamber defining a Pitot pressure chamber and being connected to the Pitot tube, said second chamber defining a static pressure and being communicated with a point subjected to static pressure of the ambient atmosphere, means carried by the diaphragm engageable with the valve to open thevalve upon movement of the dia- ,phragm in reaction to apreselected value of the Mach number, a resilient evacuated capsule within the first chamber abutting said diaphragm and a wall of said casing, whereby the diaphragm is loaded in a direction away from said first cham ber, and resilient means connected to said diaphragm to balance the'load imposed by the capsule.

5. In an aircraft having a jet propulsion en-' gine including a fuel supply system, a control system for said fuel supply system comprising a Pitot tube mounted on said aircraft to be subjected to the Pitot pressure, and pressure-ratioresponsive means connected to said fuel supply system, to said Pitot tube and to apoint on said aircraft subjected to the static pressure of the ambient atmosphere and responsive'to the ratio r of said'Pitot pressure and said static pressure to reduce the flow of fuel supplied by said fuel supply system whenever said aircraft attains .a selected'M'acfi mumbem' irrespective fat: the individual Niimb'er 7311165301 saidilitotpliessure andisaidistaticrpres 1,978,863 sures. 7 2,160,194.: FREDERICK WILLIAMlRAGE;. 2,272,664 STANLEY: GEORGE HOOKERH V 5 2,391 ,89'6. 7 2,450,535? Reterencesscitedtinsthezfileaofitmsxpatent UNITED PATENTS I Number Number: Name Date. 10 274932 8 Name: Date?- Gregg et a1 Oct. 30; 1934 Bates. M May 30, 1939 Gropler; k Feb. 10,- 1942 Hanson Jam 15, 1946 Watsen1 Oct; 5,;1948

FOREIGN'PATENTS" Country Date Great Britain 7 July 25,1928 

